Safety-switch



(No Model.) zsneenhsne et 1. W. B. ST. CYR 85 P. R. MCDONALD.

.SAFETY SWITCH. v

Patented Apr. 10, 1888.

p 2 sneet-sheem. W.-B. ST. OYR 8; E. R. 'M DONALD.

(No Model.)

SAFETY SWITCH.

Patented Apr. 10,1888;

UN TED WILLIAM B. SDOYR AND PATE T C FiCE FRANK R. MQDO ALD, OF MINNEAPOLIS,

MINNESOTA.

SAFVETY-SWITQH.

SPECIFICATION forming part of Letters'Patent No. 381,034, dated,Apri1 1 1858. v

e Application filed October 4, 1857.

To all whom it may concern:

Be it k'nown'that we, WILLIAM B. ST. CYR' and FRANK RL MODONALD, citizens of the United States, residents of the city of Minneapolis, county of Hennepin, State of Minnesota, have invented a certain new and useful Safety-Switch, of which the following is a specification, reference being had to the accompanying drawings. I

Our invention relates to railways. Its object is to save human life.',

Destructive railway disasters are due more I frequently to an open switch than any other one cause. So far, as life is imperiledin this way, we, remove the cause entirely by providing a device which will invariably closev an open, switch in advance of a train by motion communicated from the train itself. 1

Our invention consists of the construction hereinafter fully described, and particularly pointed out'in the claims.

In the drawings, like figures referring to llke parts throughout, Figure 1 is a plan view showing a portionof a maintrack and switch with our invention in working position, the shield or cap over the tripping-lever being removed. Figs. 2 and 3 are partial vertical cross-sections on the lineX X of Fig. 1, the

former showing the rail-shifting mechanism as it appears when the switch is open and the latter as it appears when theswitch is closed. Figs. 4 and 5 are views inside elevation and plan, respectively, of the safety rail-shifting lever detached. Figs. 6 and 7 are views in side elevation and plan, respectively, of the connecting-rod for shifting the rails by .the common crank-lever switch. Figs. 8 and 9 are similar viewsof the safety tripping-lever. Fig. 10 is a side'elevationshowing the support ,for this lever; and Fig. 11 isa side elevation of a part of a locomotive-truck, showing the. .droppin for operating the safety tripping- -lever. v

-A A represent the ties and B B the switch head 'blocks of a railway-track.

"OGare the movable and G G are the fixed rails of the main track. I

D D are the rails of a side track or switch.

- E E are chairs secured to the head-block B,

supporting the ends of the three sets of 'rails in the customary manner.

blocks B B; 'center, of proper size 7 Serial No. 251.388. (No model.)

secured at its opposite ends to. the under-sides C Q of the movable rails G 0 between the head- It is provided'with a holein its to pass a strong bolt or pivot-pin.-

G is a combined rail-shifting lever and 51v I oted locking device, enlargedorthickenedup at its central point above andbelowjnto the boss 9 and provided with the central hole, 7'.

This lever G has three arms, *9, .9, and g- Of these the arms 9' and g'are of equal'length,

and the arm 9 is of abouthalt' thellengthof either of the other'two and is set at right angles to the same in thehorizontal plane.

Each of the arms is provided with a hol'elor holes at its extremity for theattachment of connecting-rods, and the arm g? is provided" with a hooked extremity, J, adapted to engage with a lug on the draw-bar of the'common switch. and detachably lock the two together,

7. as hereinafter described. v p pl H is a shield or guard plate, having its ends bent at rightangles to its length and secured in any suitable manner to the upper .surfacex of base-bar F, and is also provided with a bolt hole'at its central point.- Y

K is a headed bolt 0r pivot-pin, which a e through the coincident central. holes in the base-bar, the shifting lever, and the guard, and;

is secured therein by a nut, or in any suitable way. leverG. p L L are trip-lever supports, which are fixed It serves as a fulcrum for the shifting 1 lengthwise of the main track at some consid erable distance,preferably about sixteen feet,

on the opposite sides of the lever' G and t'o the right and left of the center of m moir... Each of these supports is composed of a baseties, and a cap plate or'shield, Z, whichis-se.

. .9 piece, I, having its ends bent atjrightangles cured to the base-piece in such a'manner as to leave a clear spaceibetween the two. These "supports are preferably placed not exactly parallel tothe rails, but at a slight angle tothe. same. The two parts :1. and l are provided. with coincident holes for a fulcrum-pin. jBe tween these plates, by fulcrum-pin M,'-is jse cured the tripping-lever N,with its shorter L 1 arm, it, toward the outside and its longer arm;

it, toward the inside of the track. Thelonger arm, n, is bent upon itself, so as to raise its outer extremity to'a higher level than the pivotal point of the lever, and it is provided with a cam-surface, n, inclining in the direction of the moving train. Connecting-rods P P pivotally connect the outer ends of the lever-arms g and g with the outer arms, n, of the triplevers N N, respectively. A coiled retractionspring, Q, is attached at one end to the extremity of the lever-arm g and at the other to a staple or eyebolt, q, fixed in the adjacent movable rail 0.

To the inside of. the head-block B, below the level of the rails and just outside the adjacent rail on the main track, is fixed an an gle-iron, R, provided with a hole adapted to pass a connecting-rod, S. This connectingrod S is pivotally attached by pivot-pin s to the lever-arm gat its inner end, passes under the rails through the hole in the angleiron R, and is provided with a rightangled extension or hook-shaped end, 8, and is of j ust sufficient length to a little more than reach from the lever-arm g to the angle-iron B, when the switch is open, as shown in Fig. 1.

T is a switch-stand provided with a vertical crank-shaft, T, of the ordinary kind.

W is a switch draw-bar or connecting-rod mounted at one end on the crank-shaft T in the customary manner, and having at its other end a vertical extension or lug, w. This lug is provided with a transverse hole for a crosspin, w.

The base'bar F is provided with a longitudinal slot,f, in the part lying directly under the hook J on the lever G. The draw-bar W is attached to the base-bar F by the lug w working through the slotf, and secured therein by the cross-pin w. v I

On. the base-plate F, intermediate the inner end of the slotf and its center to a lug, f, is pivoted at one end a gravity-actuated lockinglever, Y, which is of a length just sufficient to reach to and fall behind the pin w when the shifting-lever has been tripped, as shown inFig. 3. When in its normal position, its free end rests on the top of the pin w.

Referring to Fig. 11, Zis part of a locomotive-truck. In suitable bearings on this truck, as a a, is placed a vertically -movable tripping-bolt, Z, which, by a system of levers, as

b b, is under the control of the engineer. This tripping-bolt, when in its lowermost position, is high enough to clear all tracks which it will have to cross with a sufiieient margin, and is low enough to strikethe tripping-lever N or N, as shown in Fig. 1.

It is placed in the proper relative position on the locomotive-truck, so that it will strike the cam-surface n on thelever-arm nand clear the same after it has moved the lever N from the position shown in full lines to the position shown in dotted lines in Fig. 1.

It will be readily understood that instead of the bearings shown any suitable guide on' the truck may be used for the purpose, and any suitable system of levers extending to the engineers cab may be adopted for the control of the rod. All that is necessary is that the guide should be true and protected, and that the rod be moved positively within definite limits.

The operation of our invention is as follows: Suppose the switch to be open, then the normal position of all the parts will be as shown in full lines in Fig. 1. The common switch 'I.

T,through draw-bar W, the lug w, and the hook J on the lever G, holds the movable rails 0G to the side track, D D. As long as the hook J is kept in engagement with the lug w, the rails C 0 cannot be shifted to the main track. Suppose a train'to be coming along 0 0 toward O O. The instant the tripping'rod Z strikes the end of the tripping-lever N the hook J is withdrawn from behind the lug w, the hasebar v F and the rails C O are free to move, the lug to sliding in the slot f, the angleiron R becomes the point of resistance th roughthe connecting rod S, and the pivotpin 8 becomes the fulcrum, delivering the whole power through the system of levers on the base-bar F by the pivot-pin K, efiecting instantaneous alignment of both parts of the main track. The initiation of this movement toward alignment after the lever has been tripped is made by the natural spring in the movable rails 0 0; but its completion is effected with absolute certainty and precision by the connecting-rod S and the system of levers, as described. The flanges on the rail-chairs prevent the rails from going too far out, while the gravity-lock Y, falling behind thelug w, prevents the rails rebounding or springing backward toward the switch-rails after the tripping-rod Zhas passed and released the tripping-lever N or N.

The function of the spring Q is to retract the lever G to its normal position, set the triplevers N N, and hold the hook J in engagement with the lug 10. In virtue of this spring, the hook constantly hugs the lug and accidental displacement is thereby prevented. The

proportions and positions of the co-operative parts are such that the hook J an only engage with one side of the lug w, and that only when the said lug is thrown to its innermost limit within the slot f, as shown in Figs. 1 and 2. When the lug w is in any other position in said slot, the head of the hook bears against the face of the lug, as shown in Fig. 3.

It will be seen that in addition to its function as a shifting-lever, etfecting the alignment of the two parts of the. main track, the lever G also serves as a means of detachably connecting the movable rails with thedraw-bar ofa common switch. Hence the movable rails are controllable by the common switch just as fully as if the safety-switch were not used. Considered as moving the rails, G is a railshiftinglever; considered as looking the rails to the draw-bar of the common switch, G J is a pivoted locking device.

In addition to the function hereinbelore set out, the gravity-loek'Y has the eifect of indi- IIO lowfed either tothe rod itself through the an I gle-iron or the lever-arm,,or to itsconnections V with the lever vorfiXed support, in order toal- 7o low themovable rails to be thrown to the side track, and that itbe rendered, rigidwith its I point of resistance, its pivot-pin s becoming thefulcrum for the shifting-lever G before the p a tripping-rod Z has passed the'tripping-leveir 75 NorN. i ,r

It will: be understood that minor changes i may be made in ourconstruction without de- J parting from the spirit of our invention.

What'we claim, and desirento secure loyLet- ,ters Patent of the United States, is as follows: 7'

1 In a, railway-switch, in combination, a I suitable base-plate rigidly secured to the free j endsof the movable railsand provided with a longitudinal slot, aswitch, draw-barprovided with a lug working insaid slot, a'nd'a pivoted locking device securedto said basevplate and i adapted to detachably engage said lug and rigidly connect said base-plate and draw-bar, as and for the purpose setforth. f

In combination with the movable rails G Y O, .the base-plateF, rigidly secured. to said rails and provided with the slot], a switch, stand, T, provided with a crank-shaft, T, the draw-barW, mounted atone end on said crankshaft and provided at the other with the lug 20, working in said slot, and with the cross-pin w, securing the lug therein, and the pivoted lockingv device G J ,secured to said base-plate, as and for thepurpose set forth.

3, In a railway safety-switch, in combination A with'a common switch draw-bar, a baseplate rigidly connected to. the free endsofthe'moyi able rails, a pivoted locking device secured. to p v saidbaseplate'and adapted to detachably'enr05 gage with said draw-bar and lock ,ittosa'id base-plate, a trip-lever mounted on a suitable 7, support located at a, suitable distance from; the 9 switch, a connecting-rod from said trippinglever, to said'pivoted locking device, and a tripping-pin mounted jinsuitable bearings on "the locomotive truck and adapted to, strike eating the train which has left the switch open, Inasmuch as the movable rails cannot again be .moved tothe side track until the lock is raised, the first man seekingto use the side track-will. learn that the safety-switch has been tripped, The inference will be that the last preceding train which used the side track must havelel't the swit'chopen. s

It has hereinbefore been stated that the tripleversN and N are placed about sixteen feet from the shifting-lever G. As to this, the only important points are two-viz., that both be far enough off to give an abundance of time for the closing of the switch in advance of the engine, and that the Queen the part of the track having the movable rails be placed far enough away to be tripped and effect the shifting of the rails before the weight of the enginecomes onto the movable or springing part of the rails. This last point is absolutely essential; otherwise, the Weight of the engine might, and probably would, prevent the shifting of the rails. o

Itshould be noted that the trip-levers N and Nare located to the right and left of the center of the track, and that the tripping rodor bolt Z is located to the right of the center of the locomotive-truck; Hence, whichever way the train may be coming the rod Z will strike only the first tripping-lever, passing clear of the other- It will be necessary to raise the tripping-rod whenever itis desired to back theengine' over the switch or run in on a, side track. In order to make the safety-switch equally effective for engines moving backward as well as forward overthe main line, all that is necessary is to provide two trippingrods, one located to the right'and the other tothe left of the center of the truck in corresponding relative positions. I Care would then have to; be taken to raise the one rod and lower the other, according I to whether the engine was intended to move forward or backward. 5 I The inner ends of the tripping-levers N N's switch is closed-the engine and train'pass ing-rod, resistance-rodflfor movable fulshown. All that is necessary is that it have are supported atalevel sufficiently high to be struck by the rod Z with positive certainty, and are yetlow enoughto afford an abundance of clearance under the lowest parts of any engine or cars. 7 Whenthe twoparts of the main track are in alignment-or, in other words, when the over the safety swit-ch of the rails. V

The tripping-levers .and the shifting-lever are actuated, b'ut'without any'etfect on the rails. Q v

The rod S, which may be called a connectwithout anyjdisturb'ance crum, We regard asla very'material feature of our invention. It may vary from the form a fixed point of resistance, as the angle iron R, beyond the point to which the pivot-pin 8, connecting it to the arm ,g of the lever G, is to be drawn that a limited lateral movement be alsaid tripping-lever and unlock said base-plate from said draw-bar, substantially as described, 1 whereby the movable railstend to align them-Q the main track;

selves with the fixed rails of by their own elasticity. f

4. In combination'for closing way-switch, a base-plate rigidly secured to the free ends of the movable ra'ils,a bell-crank lever-pivoted to said base-plate and havin'g.

one arm lengthwise 0f the ties and the .-other lengthwise of the rails, a draw-rod or movable fulcrum pivotally secured at one endto'the arm of 'saidlever which is lengthwise of the.-

rails, and having its other, end held, with allowance for a limited longitudinal movement, in a suitable fixedsupport near the rail-line, i

an actuating-lever mounted on'a suitable fixed support located on the track at a suitable dis- ,tance from the switch, a connecting-rod ex- 1 tending from said actuating-lever to theother or cross arm of said ,bell-vcra'nk-lever, and an,

actuating-rod mounted on the locomotive an open rail- I truck and adapted to engage said actuatinglever, substantially as set forth, whereby the movable rails are aligned with the fixed rails of the main track positively by motion communicated from the moving train.

5. In a railway-switch, in combination, a baseplate rigidly secured to the free ends of the movable rails, a lever pivoted intermediate its extremities to said base-plate and having one arm lengthwise of the track, a drawrod or movable fulcrum pivotally secured at one end to said lever-arm and having its other end held, with allowance for a limited longitudinal movement, in a suitable fixed support or base of resistance near the rail-line, sub stantially as described, whereby power applied to the free arm of said lever will close said switch.

6. In a railway safetyswitch, in combina tion with a common switch draw-bar, a baseplate rigidly connected to the free ends of the movable rails, a pivoted locking device secured to said base-plate and adapted to detachably engage with said draw-bar and lock it to said base-plate, a tripping device adapted to trip said lock and disengage said baseplate and draw-bar by motion from a moving train, and a retraction-spring fixed at one end to a I suitable base of resistance and directly or indirectly attached at one other to said pivoted locking device and adapted to restore said locking device to its normal position after it has been tripped, as and for the purpose set forth.

7. In a railway safety-switch, in combination with a common switch draw-bar, a baseplate rigidly connected to the free ends of the movable rails, a lockin g device secured to said base-plate and adapted to detachably engage with said draw-bar and lock it to said baseplate, and a tripping device adapted to trip said lock and disengage said draw-bar and base-plate by motion communicated from a moving train, substantially as and for the purpose set forth.

8. In a railway safety-switch, in combination with a common switch draw'bar, a baseplate secured to the movable rails, a combined locking device and rail-shifting lever pivoted to said baseplate, adapted to detachably lock together said draw-bar and base-plate and to shift the rails after the draw-bar and baseplate are unlocked, a tripping device provided with a rigid connection to said locking device and adapted to trip the same by motion from lever mounted on a suitable support at a suitable distance from the switch, a connecting rod from said trip-lever to said bell-crank lever, a draw-rod or movable fulcrum connected at one end to a fixed base of resistance near the rail-1i he and at the other pivotally attached to the arm of said bell-crank lever lengthwise of the track, and a tripping-pin or actuating rod mounted in suitable bearings on the locomotivetruck, substantially as and for the purpose set forth. 10. In a railway-switch, in combination, a suitable baseplate rigidly secured to the free ends of the movable rails and provided with a longitudinal slot, a switch draw-bar provided with a lug working in said slot, and a gravitydog pivoted to said base-plate and adapted to fall behind said lug and lock the same in its outermost position, substantially as set forth.

11. In combination, the movable rails C G, the base-plate F, rigidly secured to said rails and provided with the slotf, the switch-stand and crank-shaft T T, the draw-bar W, provided with the lug 10, working in said slot, and the crosspin w, securing it therein, the lever G g g 9, provided with the hook J, pivoted to said base-plate, the draw-rod S, secured at one end in the angle-iron R and at the other pivoted to the lever-arm g, the trip-lever supports L L, the trip-levers N N, mounted on said supports, the connecting-rods I? P, from the levers N N to the arms g'g, respectively, the retraclion'spring Q, attached at one end to the lever-arm g and at the other to the staple q, fixed in rail (3, and the drop-pin Z, mounted in hearings on the locomotive-truck Z, substantiall y as described.

\VILLIAM B. ST. OYR. FRANK R. MCDONALD. In presence of+ JAS. F. WILLIAMSON, EMMA F. ELMORE. 

